Railway-car brake



S. R. HORST AND P. T. LINDSEY. RAILWAY CAR BRAKE.

APPLICATION HL'ED APR. 18. 1919.

1,367,779. Patented Feb. 8,1921.

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" mrJiWZZz'72dJe%MMm S, B. HORST AND P. T. LINDSEY.

v RAILWAY CAR BRAKE.

APPLICATION FILED APR. 18. I919- m. M M

9 u m 1H aw klflx .N\ J m W/ ml a M m .2 P. m w r UNITED STATES PATENT OFFICE.

SIMON .BAY HORST AND PHILIP TAYLOR LINDSEY, OF LINGLESTOWN, PENNSYL- VANIA.

Application filed April 18, 1919.

To all'whom it may concern:

Be it known that we, SIMON R. Hons'r and PHILIP T. LINDSEY, citizens of the United States, residing at Linglestown, in the county of Dauphin, State of Pennsylvania, have invented a newand useful Railway- Car Brake, of which the following is a specification.

The present invention is a railway car brake, the principal object being'to provide a braking mechanism adapted to be arranged in railway yards and at the various sidings of the same and to brake the cars after they have been uncoupled from the shifting engine and allowed to roll into the sidings on their own momentum, each braking mechanism being controlled by a suitable mechanism in the operating vtower in the yard.

A further object of the present invention is to provide a positive braking mechanism which is automatic in operation.

A still further object of the present invention is to provide a brake construction which will grip the flanges of the car wheels as it passes onto the siding and brake the cars and which maybe released from the flanges by a control mechanism in the operating tower.

It is another object of the invention to provide a braking mechanism for railway cars which serves as a mounting for the rails as well as to brake'the car.

An additional object is to provide a mechanism having the above characteristics which is simple in construction, which consists of few parts and which may be manufactured and installed at a minimum cost.

lVith the'above and other general objects and advantages in mind the invention consists of combinations of elements, constructio'ns, arrangements of parts, and general assemblage which will be'hereina'fter fully set forth and recited in-the appended claims, one embodiment of the invention being illustrated in the accompanying drawing, wherein Figure 1 is a top elevation of a railway braking mechanismconstructed in accordance with our invention;

Fig. Q-is a transverse sectional viewataken on line2-2ofFig. 1, parts being shown in section; and

Fig. 3 is a vertical transverse section taken on line 3-3 of Fig. 2.

Specification of Letters Patent.

Patented Feb-(.8, 1921.

Serial No. 291,090.

On the drawing, wherein like -characters ofreference designate like vparts ,in all the.

views, the numeral 5 designates a number of U-shaped member 7 has a shoulder which constitutes a stop orabutment forthe shoe. The upper edge of the web 8 is formed with a longitudinal groove 10. A block 11 is secured between the upper edges of the channel member 6 by bolts 12 passing transversely therethrough. This block 11 is cut out at its central part to receive therail and is provided with a recess 11 that receives one side of the base of the rail, the rail being indicated at 13 and resting upon the block 11. part of the blockisprovided witha recess 14 that receives the tongue 15 ofarail fastening block 16 which is positioned inthe cut out part of the block and bears upon the rail base at the opposite side from'that'engag-ed in the recess 11. Atapered pin 17 extends through the block 11 and engages the tongue 15 to retain the fastening 16 in position on the rail base, a series of spaced apertures being provided in the tongue to permit adjustment and properconnection to insure that theblock will properly engage the wheels. The block 11 isprovidedzwith a lon itudinal groove in its'upperedge'at that part overhanging the recess 11'.

Extending longitudinally of each of the rails 13 at their inner faces is a pair of parallel shoes which are movable toward andv away from the rail, these shoes beingindicated at 18 and are formed with tongues 19 which are engaged in the grooves in the blocks 11. A suitable number of the-shoe moving devices are arranged between the cross ties and beneath 'the rails 13 so that when the shoes are moved toward the rails they will engage the flanges of the car wh e s. 7

Extensible coil :springs 20 each have one The opposite side ofthe out out" end positioned in a recess 21 in one end of the block 11 and their opposite ends engaged in the recess 22 in the adjacent end 01" the U-shaped slidable member, these springs normally urging the member 7 to a position where the shoes will be held toward the rails 13. Journaled in bearings 23 on the ties 5 and between the rails 13 is a shaft 24: which carries spaced disks 25. A pair of links 2'? for each shoe holding device is provided and their inner ends connect with one of the disks 25 and their opposite ends connect with the shoes at the under sides thereof. An arm 29 depends from the shaft 24 and is pivotally connected with an operating rod 30 which extends to a housing 31 in which ismounted any suitable mechanism for reciprocating therods 30. An operating rod 32 extends from the casing 31 which is adapted to be connected with any suitable mechanism in the operating tower to move the various links when it is desired to move the brake shoes away from the rails 13.

The shoes 18 are preferably provided with removable wear plates 33 retained in position by bolts 34 passed through horizontally alined transverse apertures in the shoes and plates, as particularly shown in Fig. 2 of the drawings. The shoes and bolts are provided with vertically alined apertures engaged by tapered pins 35 which retain the bolts in position, in conjunction with the headed ends of the bolts which latter arepreterably oi the threadless type and have their heads seated in recesses or seats in the engaging faces of the shoe plates 33 so as to lie flush therewith and produce smooth wheel engaging or braking surfaces. By this means, it is only necessary to renew the plates of the shoes when worn instead oi the whole shoes.

The embodiment of the invention herein shown and'descri'bed is considered the preferred construction but it will be understood that the same may be modified in many respects and that my limits of modification are only governed by what isclaimed.

\Vhat is claimed is 1. In a railway car braking mechanism, a pair of oppositely movable shoes-arranged along side of the rail and adapted to grip the flanges of a wheel between the same and the rail, a shaft rotatably mounted be tween therails, disks secured to said shaft, a pair of links operatively connected at diametrically opposite points with each dish and to each shoe, and means or rotating the shaft whereby the shoes are brought into engagement with wheel flanges.

2. In a brake mechanism, a stationary member arranged beneath the rails, a slidable member slidably mounted in the stationary member, block mounted in the stationary member and provided with an opening for the reception of the base portions of brake shoes from the flanges of the railway car wheels.

3. A ra1lway car brake, a stationary member adapted to be arranged beneath one oi the railway rails, a member movably.

mounted therein, a block supported in the movable member, the block being cut out to receive the rail, an expansible coil spring intel-posed between one end of the block and the ad acent end of the movable member whereby the brake shoe is normally moved toward the flange of the car wheel, and

means for moving the movable member todisengage the brake shoe from the flange and the car wheel.

:e. in a railway brake, stationaiy member positioned beneath one of the rails, a member slidable therein, a block secured to the stationary member and having an opening therein to receive the rail, the block being provided with a longitudinal groove, a brake shoe movable toward the rail and engaged in the groove; an enpansible coil. spring interposed between one end of the block and the adjacent end of the slidable member whereby the slidable member is moved in the stationary member, and an abutment formed on the slidable member to engage the shoe and move the same to a position to engage the flange on the car wheel.

5. in a brake mechanism, a stationary member arranged beneath the rails, a slidable member slidably mounted in the stationary member for movement transversely beneath the rails, a block mounted in the stationary member and provided with an opening for theireception of the rails, resilient means interposed between one end of the block and the adjacent end of the slidable member and acting to move said end of the slidable. member outwardly away from the rails, and a brake arranged along side of each of the rails and slidably mounted in the blocks to engage the fianges of the car wheels, said slidable member being designed to engage said shoe at the side of the rails opposite to that at which the resilient I means is disposed.

stationary member and normally urged toward the rail, and ineans for simultaneously withdrawing said shoe and movable member from engagement with the rail and flanges of wheels engaged thereon, or for forcing said shoe into engagement with said flanged wheels.

7. In a railway car braking mechanism, a

pair of oppositely movable shoes arranged along side of the rails at the inner sides thereof and adapted to grip the flanges of. the car wheels at the inside, supporting means for the shoes movably arranged beneath the rails and having shoulders adapted to engage said shoes, spring means at the outer sides of the rails and acting outwardly to hold said shoes toward the rails, and means at the inner sides of the rails to hold said shoes in engaging position in conjunction with said spring means and to move said shoes out of engagement.

8. In a railway car braking mechanism, a pair of oppositely movable shoes arranged along the inside of the rails and adapted to grip the flanges of the car wheels between the same and the rails, supporting means for the shoes movably supported beneath the rails and having shoulders adapted to engage said shoes, resilient means at the outer sides of the rails and acting outwardly to hold said shoes toward the rails and the wheel flanges, and means between the rails to hold said shoes in an engaging position in conjunction with said resilient means and to move said shoes out of engagement against the action of said resilient means.

9. In a railway car braking mechanism, a pair of oppositely movable shoes arranged along the inside of the rails and adapted to grip the flanges of the car wheels between the same and the rails, supporting means for the shoes movably supported beneath the rails and having shoulders adapted to engage said shoes, resilient means at the outer sides of the rails and acting outwardly to hold said shoes toward the rails and the wheel flanges, and means between the tracks having connection with said shoes to hold the latter positively in engaging positions and for withdrawing the same from the rails and wheeled flanges.

10. In a railway brake, a stationary member suspended beneath the rails and having a gnideway, a movable member mounted therein and projecting at each side, said sta tionary member receiving the base flange and web of the rail at one side, the opposite side having a cut out, a rail fastening block engaged in said out out, a shoe slidably mounted in the stationary member for movement toward and away from the rail and means for shifting said shoe.

11. In a railway brake, a stationary member suspended beneath the rails and having a guideway, a movable member mounted therein and projecting at each side, said stationary member receiving the base flange and web of the rail at one side, the opposite side having a cut out, a rail fastening block engaged in said out out, a shoe slidably mounted in the stationary member for movement toward and away from the rail, means acting on one side of said movable member to hold the shoe toward the rail, and means at the opposite side of said movable member for additionally moving the shoe toward the rail, or withdrawing the same from the rail.

12. Ina railway brake, a block suspended beneath the rails and having a guideway, a movable member mounted therein and projecting at each side of the rail, said block having a recess receiving the base flange and web of the rail at one side, the opposite side having a cut out, a rail fastening block engaged in said cut out and having connection with the block at its end remote from the rail, a shoe slidably mounted in the block, said block having a longitudinal groove of dove-tailed cross-section in the top thereof, said shoe having a dove-tailed projection movably engaged in said groove for movement toward and away from the rail and car wheels, means for shifting said shoe, said block having a shoulder engageable with the shoe in the direction of movement of the shoe in engaging the wheel and rail, expansible means between the opposite end of the block at the opposite side of the rail and the adjacent end of the movable member tending to normally force the latter outwardly to shift said movable member to cause said shoulder to movably engage the shoe to move the latter to braking position.

13. In a rail brake, stationary blocks extending beneath the rails and having guideways, movable members mounted therein across and beneath the rails, said blocks engaging the rails, shoes slidably mounted in the blocks for movement toward and away from the rails and car wheels, means for simultaneously shifting said shoes, mounted between the rails and connected to opposed shoes for actuating the same, means at spaced points to move the shoes into and out of engaged positions, and spring means between the opposite ends of the blocks at the opposite sides of the rails and the movable members tending to normally force the lat ter away from the rails at said ends to cause the shoes to move to engaging positions.

In testimony that we claim the foregoing as our own, we have hereto aflixed our signatures in the presence of two witnesses.

SIMON RAY HORST. PHILIP TAYLOR LINDSEY.

Witnesses:

EARL 0. Snow, RILEY B. SHoPE. 

